Railway-traffic-controlling apparatus



W 1,632,037 June 1927' F. H. NICHOLSON RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed March 9. 1920 HISATTORNEY Patented June 14, 1927.

UNITED STATES PATENT OFFICE.

FRANK H. NICHOLSON, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF- SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

BAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed larch 9, 1920, Serial No. 364,511. Renewed July 27, 1926.

able to provide means for applying the brakes and stopping the vehicle upon passing a signal which indicates caution ifthe driver of thevehicle is inca acitated or inattentive. while such an app ication may be undesirable or unnecessary if the driver properly observes the caution signal and is competent to take such action as conditions may requlre.

()ne object of my invention is the provision of means under the control of the driverof the vehicle which is effective, for a limited time interval only, to prevent an auotomatic application of the brakes due to co-operation of the vehicle carried apparatus with a trackway device.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of trackway apparatus adapted for co-opera tion with vehicle-carried apparatus embodying my invention. Fig. 2 is a diagrammatic View showing one form of vehicle-carried apparatus embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. l, the reference characters 1 and 1 designate the track rails on arailway along which traiiic normally movesin the direction indicated b the arrow. These rails are divided by insulated joints 4 to Iorm a plurality of successive blocks A-B, BC, C-D, etc. Located adjacent the entrance end of each block is a roadside signal designated by the reference character S with an exponent corresponding to the location. Each of these signals, as here shown, is of the semaphore type adapted to indicate stop, caution and proceed according as the semaphore is in the horizontal, the inclined, or the vertical position. The apparatus for controlling these signals is omitted from the drawing for the reason that it forms no part of the present inven tion, but it is understood that in accordance with usual practice each signal indicates stop when the corresponding block is occupied, caution when the corresponding block is unoccupied and the .block next in advance is occupied, and proceed when the corresponding block and the block next in advance'are unoccupied. Thus, as shown in the drawing, the block to the right of point D is occupied by -a vehicle V, so that signal S for this block indicates stop, signal S indicates caution, and signal 8 indicates proceed.

Located adjacent the entrance end of each block is a trackway device designated by the reference character R with an exponent corresponding to the location. As here shown, each of these devices. is in the form of a ramp or contact rail. Each ramp R is provided with a trackway battery which is designated 2 with an exponent corresponding to the locatlon. One terminal of each battery is connected with the lower track rail 1. while the other terminal is at times connected with the adjacent ramp through the medium of a circuit controller which is designated 3 with an exponent corresponding to the location. Each circuit controller is operated by the adjacent signal in such manner that the circuit controller is closed when the signal indicates proceed, but open when the signal indicates caution or stop. It will be seen, therefore, that each ramp R is energized only when the corresponding block and the block next in advance are unoccupied.

Referring now to Fig. 2, the vehicle carried apparatus, in the form here shown, includes a brake ipplication Valve E controlled by a magnet which magnet is in turn governed by a circuit controller F operated by a contact shoe G. This contact shoe is arranged to be elevated by each trackway ramp R, and when so elevated it opens circuit controller F.

The brake application valve E comprises a valve body 5 containing a slide valve 6 which controls the exhaust of air from a pipe 7 leading to the brake pipe of the vehicle braking system. When the slide valve is in the right hand position, as shown in the drawing, the pipe 7 is closed, but when the valvemoves to the left this pipe is opened to atmosphere through a chamber 9 and an exhaust port 8, so that an automatic a plication of the brakes then occurs. The sli e valve 6 is actuated b a piston 10 operating in a cylinder 11, t e piston 10 and valve 6 being biased to the right by a spring 13. Air from the main reservoir of the braking system is constantly sup lied to the valve body 5, and so to the right land face of piston 10, through a pipe 14, and this air is also admitted to the left hand side of the piston through a small orifice 12 in the piston. It follows that when the left hand end of cylinder 11 is closed, the air pressures on opposite sides of piston 10 are alanced so that this piston is held in its ri ht hand position by the spring 13. The 1e t hand end of cylinder 11 maybe opened to atmosphere, however. by means of a valve 15 which in turn is controlled by the armature of magnet M. When the magnet is energized, this valve is closed, but when the magnet becomes de-energized the valve 15 opens, so that the left hand end of cylinder 11 is then opened to atmosphere through a port 16 the area of which is greater than that of the piston port 12. When this occurs, the air pressure on the left-hand face of piston 10 is reduced sutliciently to permit the pressure on the right-hand face of the piston to shift the piston and the slide valve 6 to their left-hand positions. This movement causes an automatic application of the brakes by connecting pipe 7 with atmosphere through exhaust port 8.

\Vhen the piston and slide valve are in brake applying positions the left-hand end of cylinder 11 is also connected with atmosphere through a pipe 17, valve chamber 18, pipe 19, and exhaust port 20, so that the brakes will not be released by re-energiza tion of magnet M alone. The brakes can only be released by manual operation of a plunger2l which, when moved inwardly, disconnects ipe 19 from exhaust port 20 and so permits the pressure on the left-hand face of piston 10 to build up to such point that the piston moves to the right. The subsequent release of the plunger 21 has no effect because from pipe 19.

The magnet M is normally energized by virtue of a vehicle-carried circuit which passes from a battery 22 through wire 28, circuit controller F, wires 23. 24 and 25, winding of magnet M, wires 26 and 27 to battery 22. It will be seen that when the shoe G is elevated by a ramp R this circuit will be opened at circuit controller F, so that magnet M will then become de'energized unless other means are provided to pipe 17 is then disconnected prevent such operation. If the circuit controller 3at such ram is closed, a second circuit for magnet M becomes closed which circuit is from the trackway battery 2, through circuit controller 3, ramp R, shoe G, wires 29 and 25, winding of magnet M, wires 26 and 30 to the frame and wheels of the vehicle, thence through track rail 1 to battery 2. It follows, therefore, that when the vehicle passes a ramp R, the brakes will be applied if the ramp is de-encrgized but not if it is ener ized.

It will be seen that with only the apparatus thus far described, it would be impossible for a vehicle to pass a de-energized ramp, that is, a caution or a stop signal, without incurring an automatic application of the brakes. This is undesirable, in the case of the stop signal under the circumstance that the vehicle is under control and has been already brought to a stop before passing the stop signal. The necessity for avoiding undue delay demands that the vehicle be permitted to proceed past the signal and continue through the block, provided the driver was fully cognizantof the stop signal. Furthermore, it is undesirable, in the case of the caution signal, under the condition that the driver observes the caution signal indication by taking such action as to insure stopping his vehicle before passing the next signal. It is desirable to stop the vehicle automatically only in case the driver is inattentive or incapacitated, as may be made manifest by his failure to observe and acknowledge signal indications. I,therefore,

provide means for permitting the vehicle topass a de-energized ramp without incurring an automatic application of the brakes, under the condition that the driver of the vehicle takes suitable action in acknowledgment of the caution or stop signal. The means which I have provided for accomplishing this result is as follows:

The vehicle-carried circuit for magnet M is provided with a shunt around the shocoperated contact F, which shunt passes from battery 22 through wire 31, circuit controller H, and wire 32 to wire 24;. It will 'be seen. therefore, that when circuit controller H is closed magnet M will remain energized upon the opening of circuit con troller F by a ram R, even though no current is received roin the correspondnig trackway battery 2. 7

Circuit controller H comprises a contact plate 37 which is attached to a piston rod 33, this piston rod being integral with a piston 33 operating in a cylinder 34. The piston is biased upwardlyby a spring 35, so that when no other force acts on this piston circuit controller H is open. When air is admitted to the upper end of cylinder 34, however, piston 33 is driven downwardly, so that circuit controller H then becomes lli'i closed. Air is at times supplied to the upper end of cylinder 34 from a timing reservoir K, and the supply of air-to this reservoir and to the cylinder 34 is controlled by a valve L provided with a handle 36. When the valve L is in the positionshown in the drawing, the timing reservoir K is connected with the main reservoir of the braking system through pipes 14 and 39. When the handle 36 is moved upwardly, however, as indicated by the arrow, reservoir K is disconnected fronrthe main reservoir and is connected with the upper end of cylinder 34 through pipes 39 and 40. Air then flows from the timing reservoir into the upper end of the cylinder 34,'so that piston 33 is moved downwardly, whereupon the air passes out to atmosphere through a port 38 of restricted area, so that circuit controller H is closed for only a predetermined interval of time such, for example, as 20 seconds. At the end of this time interval the pressure on the upper surface of piston 33 is reduced to such value that this piston rcturns to its uppermost positionunder the influence of spring 35, even though valve L is not returned to its normal position.

It follows from the foregoing that when a vehicle -which is equipped with the apparatus shown in Fig. 2 approaches a caution signal, that is, a de-energized ramp R, the driver may pass such signal without incurring an automatic application of the brakes by swinging the valve handle 36 upwardly just before the shoe G engages the ramp R. Similarly, when approaching a stop signal the driver will bring the vehicle to a stop and he may then proceed past the signal by again swinging the valve handle 36 upwardly just before shoe G encounters ramp R. It will be observed that if the handle 36 is not returned to its initial position after passing a de-energized ramp an automatic application of the brakes will be incurred when the vehicle reaches the next de-energized ramp.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway trafiic controlling apparatus comprising normally inactive means carried on a vehicle for applying the brakes. trackway devices for co-operation with said means to cause an application of the brakes, and manually operable means on said vehicle for removing said .brake applying means from control by said trackway devices for a given interval of time.

.2. Railway traffic controlling apparatus comprising a circuit on a vehicle including a normall closed contact, devices located at intervals in the trackway for opening said contact, manually operable means on the vehicle for "closing a branch around said contact for a given interval of time to prevent the opening of said circuit by a trackwa device, and means controlled by said circuit for causing a brake application when the circuit is open.

3. Railway traffic controlling apparatus comprising an electro responsive device on a vehicle, a vehicle carried circuit for said device including a source of current and a normally closed contact, devices located at 'intervals in the trackway for opening said contact, manually operable means on the vehicle for closing a branch around said contact for a given interval of time to prevent de-cnergization of said electro-responsive device by a trackway device,.and means controlled by said electro-responsive device when de-encrgized for causing a brake application.

4. Railway trailic controlling apparatus comprising an electro responsive device on a vehicle, a vehicle carried circuit for said device including a source of current and a normally closed contact, devices located at intervals in the trackway for opening said contact and for supplying current to said electro responsive device independently of said vehicle carried circuit when trafiic conditions ahead are safe but not when they are dangerous, manually operable means on the vehicle for closing a branch around said contact for a given interval of time to prevent de-energization of said electro responsive device by a trackway device when trafiic conditions ahead are dangerous, and means controlled by said electro responsive device when de-cnergized for causing a brake application.

Railway trafiic controlling apparatus comprising ramp rails located at intervals in thetrackway and each arranged to be energized or de-energized according as trafiic conditions in advance are safe or dangcrmis, a contact shoe carried by a vehicle and in ranged to engage each ramp rail, apparatus on the vehicle for applying the brakes when said shoe engages a de-energized ramp rail but not when it engages ar'rcenergized rail, and manually operable means on the vehicle efl'ective for a given interval of time to prevent a brake application due to the en-- gagement of said shoe with a Clo-energized ramp rail.

6. Railway traflic controlling apparatus comprising automatic brake application mechanism on a vehicle, a reservoir on the vehicle normally connected with a source of fluid pressure, a cylinder, a piston therein biased to one position, ma ually operable means on the vehicle for di connecting said tit! reservoir from said source and connecting the reservoir with said cylinder and with a small exhaust orifice whereby said piston is moved to another position for a given interval of time, and means for rendering said mechanism ineflective while said piston is in the latter position.

7. Railway trafiic controlling apparatus comprising automatic brake application mechanism on'a vehicle, a reservoir on the vehicle normally connected with a source of fluid pressure, manually operable means for disconnecting said reservoir from said source of pressure and connecting it with a small exhaust orifice, and apparatus for rendering said mechanism ineffective while the pressure in said reservoir is reducing due to operation of said manual means.

8. Railway traflic controlling apparatus comprising automatic brake application mechanism on a vehicle, a reservoir on the vehicle normally connected with a source of fluid pressure, manually operable means for disconnecting said reservoir from said source and connecting it with a pressurcwcsponsive devicc and with a small exhaust orifice, and means for rendering said mechanism inefi ective to apply the brakes while the pressure in said pressure-responsive device is above a given value.

9. Railway 'trafiic controlling apparatus comprising normally inactive mechanism on a vehicle for applying the brakes, trackway devices arranged for co-operation with said mechanism to cause a brake application, a reservoir on the vehicle normally connected with a source of fluid pressure, manually operable means on the vehicle for disconnecting said reservoir from said source and connecting it with a pressure-responsive device and with a small exhaust orifice, and means effective while the ressure in said pressure-responsive device is above a given value to prevent a brake application due to co-operation of said mechanism with a track- "ay device.

10. Railway trafiic controlling apparatus comprising a vehicle, a reservoir on the vehicle normally connected with a source of fluid pressure, a cylinder, a piston therein biased to one position, manually operable means on the vehicle for disconnecting said reservoir from said source and connecting said reservoir from said source and connecting the reservoir with said cylinder and with a small exhaust orifice whereby said piston is moved to another position for a given interval of time, and automatic trafiic governing mechanism on said'vehicle controlled by said piston.

11. Railway trafiic controlling apparatus comprising a vehicle, a reservoir on the vehicle normally connected with a source of fluid pressure, manually operablemeans'for disconnecting said reservoir from said source of pressure'and connecting it with a small exhaust orifice, and automatic trafiic governing mechanism on said vehicle controlled by the pressure in said reservoin 12. Railway trafiic controlling apparatus comprising a vehicle, a. reservoir on the vehicle normally connected with a source of fluid pressure, manually operable means for disconnecting said reservoir from said source .and connecting it with a pressure-responsive device and with a small exhaust orifice, and automatic trafiic governing mechanism on said vehicle controlled by said pressure-responsive device.

13. Railway tratiic controlling apparatus comprising a vehicle, a normally charged fluid pressure reservoir thereon, means under the control of the engineer for dischargin necting the reservoir with said cylinder and with a small exhaust orifice whereby said piston is moved to another position for a given interval of time.

15. Railway tratiic controlling apparatus comprising devices located at intervals in the trackway and each arranged to be energized or (lo-energized according as traffic conditions in advance are safe or dangerous, a receiver carried by a vehicle and arranged to co-act with each trackway device, ap aratus'on thevehicle for applying the bra (es when said receiver co-acts with a de-energized trackway device but not when it coacts with an energized device, and manually operable means on the vehicle effective for a given interval of time to prevent a brake application notwithstanding co-action of said'receiver with a de-energized trackway device.

16. Railway trafiic controlling apparatus comprising ramp rails located at intervals in the trackway and each arranged to be energized or de-ene'rgized according as traffic conditions in advance are safe or dangerous, a contact shoe carried by a vehicle and arranged to engage each ramp rail, apparatus on the vehicle for ap lying the brakes when said shoe engages a e-energized ramp rail but not when it engages an energized rail, and manually operable means on the vehicle effective for a given interval of time to prevent a brakeapplication notwithstanding engagement of said shoe with a de-energized ramp rail. 4

17. Railway trafiic controlling apparatus comprising a series of devices located at intervals along the trackway, automatic brake applying apparatus on the train comprising a shoe and arranged to apply the brakes when the shoe engages a trackway device, a normall charged fluid )ressure reservoir on the ve icle, means un er the control of the en ineer for discharging said reservoir throug an orifice of restricted area, and means responsive to the pressure in said reservoir for preventing an automatic application of the brakes notwithstanding the engagement of said shoewith a trackway device.

18. Railway traiiie controlling apparatus comprising a series of devices located at intervals along the trackway, automatic brake applying apparatus on the train comprising a shoe and arranged to apply the brakes when the shoe engages a trackway' device if tratfic conditions in advance are dangerous but not if traific conditions in advance are safe, a normally charged fluid pressure reservoir on the vehicle, means under the control of the engineer for discharging said reservoir through an orifice of restricted area, and means responsive to the pressure in said reservoir for preventing an automatic application of the brakes notwithstanding the engagement of said shoe with a trackway device under dangerous trafiic conditions.

19. Railway traflic controlling apparatus comprising a series of devices located at intervals along the trackway, mechanism on a vehicle arranged to successively engage said devices, apparatus adapted to cause an automatic application of the brakes when said mechanism engages a trackway device under predetermined conditions, a normally charged fluid pressure. reservoir on the vehicle, means under the control of the engineer for discharging said reservoir through an orifice of restricted area, and means responsive to the pressure in said reservoir for preventing an application of the brakes notwithstanding the engagement of said mechanism with a trackway device under such predetermined conditions.

20. Railwaytraiiic controlling apparatus.

comprising normally inactive vehicle carried brake applying means including a shoe,

trackway devices for engaging said shoe to cause an application of the brakes, and manually operable means on the vehicle for removing said brake applying means from control by said trackway-deviees for a time interval notwithstandin engagement of said shoe with a trackway tevice.

21. Railway traffic controlling apparatus comprising a normally inactive air release valve carried on a vehicle for automatically applying the brakes when operated, trackway devices, and manually controlled mechanism including a hand lever on said vehicle for eliminating the function of said air release valve, and for determining a duration of time that said elimination must remain in force to pass the trackway devices, said mechanism also including a pneumatically operable and automatically restorable part, which. by its restoration terminates the said time interval, while said hand lever remains in its operated position.

22. Railway traffic controlling apparatus comprising a series of devices located at in tervals along the trackway, automatic brake applying apparatus on the train compris ing a receiver and arranged to apply the brakes when the receiver co-acts with a trackway device, a normally charged fluid pressure reservoir on the vehicle, means under the control of the engineer for discharging said reservoir through an orifice of restricted area, and means responsive to the pressure in said reservoir for preventing an automatic application of the brakes notwithstanding the engagement of said receiver with a trackway device.

23. Railway trailic controlling apparatus comprising a series of devices located at intervals along the traekway, automatic brake applying apparatus on the train comprising a receiver and arranged to apply the brakes when the receiver co-acts with a trackway device it trafiic conditions in advance are dangerous but not if traiiic conditions in advance are safe, a normally charged fluid pressure reservoir on the vehicle, means under the control of the engineer for discharging said reservoir through an orifice of restricted area, and means responsive to the pressure in said reservoir for preventing an automatic application of the brakes notwithstanding the engagement of said receiver with a trackway device under dangerous traflic conditions.

.24. Railway trailie controlling apparatus comprising a series of devices located at intervals along the traekway, mechanism on a vehicle arranged to successively co-act with saiddevices, apparatus adapted to cause an automatic application of the brakes when said mechanism co-acts with a trackway device under predetermined conditions, a normally charged fluid pressure reservoir on the vehicle, means under the control of the engineer for discharging said reservoir through an orifice of restricted area, and means responsive to the pressure in said reservoir for preventing an application of the brakes notwithstanding the co-aetion of said mechanism with a trackway device under such predetermined conditions.

25. In combination, a railway vehicle provided with a braking system, automatic 'apparatus on the vehicle for causing an automatic application of the brakes and for preventing release of the brakes after an automatic application has occurred until the vehicle has been brought to a full stop, devices 1 a located in the trackway for setting said automatic apparatus into operation, and manually operable means on the vehicle effective for a limited interval of time to prevent an automatic application of the brakes notwithstanding co-action of said apparatus with a trackway device.

26. In railway trafiic controlling apparatus, a train carried device having a normal inactive condition, manually operable means on the vehicle for changing said device to an active condition, means for automatically restoring said device to its normal condition after a given time interval even if said manually operable means is held in its operated position, and governing apparatus on the train controlled in part by said device.

27. In railway tratlic controlling apparatus, a train carried device having a normal inactive condition, manually operable means on the vehicle for changing said device to an active condition, means for automatically restoring said device to its normal condition after a given time interval even if said manually, operable means is held in its operated position, apparatus on the train controlled from the trackway for causing an application of the brakes, and means for preventing such brake application while said device is in its active condition.

28. In railway traflic controlling apparatus, train carried manually operable member having a normal position and an operated position, a device having a normal inactive condition, means responsive to op eration of said member for changing said device to an active condition and for restoring the device to its inactive condition after a given time interval even ifsaid manually operable member is held in its operated position, and governing apparatus on the train controlled in part by said device.

29. In railway trailic controlling apparatus, a train carried manually operable member having a normal position and an operated positon, a device having a normal inactive condition, means responsive to operation of said member for changing said device to an active condition and for restoring the device to its inactive condition after a given time interval even if said manually operable member is held in its operated position, apparatus on the train controlled from the trackway for causing an application of the brakes, and means for preventing such brake application while said device is in its active condition.

30. In railway traflic controlling apparatus, a train carried manually operable but automatically restorable device capable of being manually held in operated condition for on y a given interval of time, and governing apparatus on the train controlled in part by said device.

31. In railway trafiic controlling apparatus, a train carried device havin a normal inactive condition and arrange to automatically return to said condition after a given time interval following a change to active condition, manually operable means for changing said device toits active condition but incapable of preventing return of said device to its inactive condition, and governing apparatus on the train controlled in part by said device.

32. In railway trafiic controlling apparatus, atrain carried device having a complete cycle of operation from an inactive condition to an active condition and back to inactive condition, manually operable means for initiating said cycle but incapable of preventing completion of said cycle, and governing apparatus on the train controlled in part by said device.

33. In railway traffic controlling apparatus, a train carried manually operable member having a normal position and an operated position, a normally open circuit controller, means responsive to operation of said member for closing said circuit controller and for again opening the circuit controller after a given time interval even if said member is held in its operated position, and governin apparatus on the train controlled in part Ey said circuit controller.

34:. In railway traflic controlling apparatus, a train carried manually operable member having a normal position and an operated position, a normally open circuit controller, means responsive to operation of said member for closing said circuit controllerand for again opening the circuit controller after a given time interval even if said member is held in its operated position, apparatus on the train controlled from the track Way for causing an application of the brakes, and means for preventing such brake application while said circuit controller is closed.

In testimony whereof I aflix my signature.

FRANK H. NICHOLSON. 

